wmcbrine wrote:Now, obviously a cable which is capable of 32 A @ 240 V could just as well do it @ 120 V, but technically it is (was?) outside of the standard.
Outside the US, the SAE-J1772-2009 / 2010 plug / Type 1 (Europe) / Yazaki plug (Japan) is limited to 30 amps maximum. In Europe, in practice, Type 1 is limited to 16 amps.
The singular thing the SAE did (after copying the Yazaki plug) was drastically change the amps and acknowledge the US standards or 120 and 208/240v in the US. I have no idea what theywere talking about in "5000 hours of meetings", because the actual end product is a Yazaki plug design. Most of the electronic design is from the AVCON predecessor.
Again, please understand that these SAE restrictions to amps only applies to the US, and it's not a law. So, everybody follows the actual IEC 62196-2 worldwide standards, that were preceded by the IEC 61851-2001 / SAE J1772-2001 "AVCON" standards for proximity detection and for the control pilot function.
I'm not aware of many cars that are specifically limited to 16 amps or less on 100-130 volts. The BMW i3 is, the Volt, and probably the Bolt. I'm sure there are others.
The LEAF is not. It will charge up to 27.5 amps from 100 volts to 264 volts. Tesla products (which includes 2012-2014 Toyota Rav4 EV and Mercedes B-Class ED / B250e) are limited to 20 amps on 100-130 volts, however the newer cars post 2015 are now 24 amps. This is perfect for plugging into RV parks / campgrounds with "30 amp service".
On the charge cable side of the equation, I suspect many commercially available EVSE are limited to 12 amps on 120 volts. The Tesla UMC / JESLA is not (40 amps max). Our Go-Cable is not (16 amps max on 100-264 volts).